Friction-coupling.



H. F; WALLMANN.

PRIGTION COUPLING. APPLICATION 'LBD JUNE-1, 1905'A 1,045,480. Patented Nov. 26, 1912.

2 SHEETS'SHEET 1.

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H. F. WALLMANN.

FRIGTION COUPLING.

APPLIOATION FILED JUNE1,1908.

1,045,480, Patented NOV. 26, 1912.

2 SHEETS-SHEET 2.

FIG. 6.

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INVEN TOR:

wrm Ess Esc,

' zontal, axis,

, FBICTION #COUPLIN G.

Specication of Letters Patent.

` Application tiled June 1, 1908. -Serial No.

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To a 'whom t may concern: i Be it known that I, HENNING FRIEDRICH ALLMANN, a citizen of the United Statesy of erica, and resident of Chicago, county of Cook, State of Illinois, have invented a certain new and use Friction-Coupling, of

which the following is a description, reference being'had tothe accompanying drawings, forming a part of thisspecitication, in which similar? letters and numerals of referenceindicatel similar parts. "P'

My invention relates tdmechanisms for transmitting rotary 'motion by .means of clutch-shoes from driving to driven mem- ,ers of machinery separately and more particularly to such mechanisms of this kind -in which the centrifugal force developed by the rotating clutch-shoes is counteracted by the tension of springs. T he horizontal position of the axis causes a varying influence of gravitation on the motion of amount of centrifugal the rotation of the at different angular velocities, as it is diicult and perhaps impossible to provide certain springs which for all differto/*either separate the lnfl ent-amounts of-centrifugal forcey produce a.

good result.

The objectsl of my invention are, first, to provide means foreliminating the influence of gravitation on the motion of the clutch-shoes wh' axis; second, to preferably counterbalanc'e the weight of each clutch-shoe by the weight of another clutch-shoe and to thus perfectlyeliminate the influence ofgravitation; third, uence of inertia and of centrifugal force on the motion of the said clutch-shoes in such away that the influence of the latter forcebecomes Asmall and can be easily overcome by the tension of a small spring or of small springs, or to preferably provide an arrangement byl the employmentof which the exerted by the clutch-shoe is more or `less balanced by centrifugal force exerted" 1n the opposite direction connected to the clutch make kthe employment of by a solid body -shoe so as to a spring or of the same, in most cases hori- 1ch varying influence is Th caused'lby the horizontal position ofthe ,y I

' 'front-#andsteering Patented Nov. 26, 19112. 436,127.

' springs unnecessary. In either case it is mv object to make the iniuence of inertia of the clutchshoes comparatlvely great 1n order to effect without fail ora reduction of the angular velocity of the driven mechanical element in times. Some known mech U anlsms of this kind are based on the principle that the clutch-shoe for overcoming the tenslon of the' for instance, two such Y nlsms are employed for propelling the two of a motor-driven vehicle and if the clutch-shoes propelling one' of the he axle revolves at a unlform speed, andthe vehicle is propelled by the other driving wheel alone until the axle changes its speed and thereby rengages the-clutchshoes .of the first driving wheel.

termine anyhow t e course of the latter as well in the `case where the vehicle is propelled by one of the two rear driving Wheels and in the case where it is propelled by both ofpthese Wheels, but this propulsion at one side only ,fis the cause' of a considerable loss of power and the cause of considerable wear of the movable parts of the vehicle.

y my improvement the whj'eeb. becomes free from ythe Vo1utch-shoes-and the axle at the instant that this beomes necessary or desirablefor any cause, and are rengaged at the instant that this cause ,ceases` to exist. l attain thesev objects by. providing 'fgnides for thefmotion of the `clutch-shoes -1n such a Way elier that their eov theclutch-shoes out of engagement at other f so the clutchshoes Weight can not have any influence on their clearly shown in Fig. 1 and Fig. 3. In# motion otherwise than in a radial direction, stead of antifriction-rollers, metal blocks of or preferably that the influence of the any suitable shape may be journaled on the weight of one clutch-shoe is compensated axes 11 and have a sliding motion on the 5 and balanced.by the iniluence of the weight surface of the cam 7 in order to distribute 7o of another clutch-shoe. Preferably in conthe pressure transmitted from the cam t0 nection with such guides, I employ centripthe clutch-shoe over a 4 greater surface in etal counterpoises for more or less balancing the case that this pressure is so great as to the centrifugal force developed by the ro-f deform the shape of the antifriction-roller tating clutch-shoes and preferably in conand of that part of the cam surface it rests '75 nection with such guides and centripetal on. Y`In Fig. 1 and Fig. 2 the ends 15 vof the counterpoises, I employ peculiar cams which axesY 11 are made square formingshoulders allow of the clutch-shoes entering into a and extending intoslots 12 formln `corre` clutching engagement with the driven memsponding 'guide-shoulders within p ates 13 15 ber at two different positions but prevent a which are loosely journaled on the shaft 4. 80 clutching engagement therewith in an in- The clutch-shoes 9 are provided with square termediate position. Furthermore, I prefshaped 'projections 'or shoulders 14 which erably provide means for a frictional enalso extend into the slots 12 which form` gagement between one or several of the said guides for the ends 15 of the axes 11 guides and a non-revolving solid body for and the prejections or shoulders 14 and 85 retarding the angular velocity of the said thereby for theclutch-shoesff) the full extent guides and the clutch-shoes 1n connection of the clutchesurface of which is in this way therewith. always kept in an almost parallel position In the drawing: Figure 1, is a section to the clutch-surface'on thev inner periphery through the center of one form of my' couof the clutch-rim 6, and this full extent 90 ling, Fi 2 is a side-view of the same parts thereof uniformly and simultaneously either being bro en off for the sake of greater clearcomes into contact therewith or `is drawn ness, Fig. 3 is in its upper part a section back therefrom. A r through the center line of my preferred form Instead of providing the axes 11 with of coupling and its lower part ak front-view square ends 15, each clutchshoe may be pro- 95 of its interior arts, Fig. 4 is in -its upper vided on each side with two projections or part a section t rough the centerline of Fig. shoulders 14 which both may extend into one 3, and in its lower art a side-view of Fig. guide-slot 12 or which may extend into twol 3. Figs. 5 and 6 il ustrate one form of my separate parallel guide-slots provided in peculiar cam and Fig. 5 shows also means each of the two plates 13. The latter plates 100 for frictionally retarding'the motion of the .are kept in their relative position and fasrotary uides and clutch-shoes, and Figs. 7 tened to each other by metal pieces-16which and 8 ilustratem preferred form of cam may be of light construction as shown in and Fig. 7 shows so means for frictionally Fig. 2, but the weight of which and of the 40 retarding my preferred form of guides and metal plates 13, may be suficiently increased 105 clutch-shoes. in order to attain any desired amount of The drawings represent the special case inertia. Springs 17 or 18 counteract the of coupling the hub 5, of one of the driving centrifugal force produced by the revolving wheels of a motor-driven vehicle to its axle clutch-shoes y9 and rollers 10, but the cen- 4 on which is loosely journaled but prop trifugal force produced by the revolving 110 crly kept lengthwise thereon. A substanplates 13, and metal blocks 31.6 is directly tialiy circular Aclutch-,drum or clutch-rim '6 taken up and counteracted by the resistance rigidly connected to the driving wheel of the shaft 4. Thefsprings 17 are connected or its `hub 5 or made integral therewith. at their ends to adjacent clutch-shoes nearl A cam or disk with a non-circular periphery the periphery ofthe latter so as to tend to 115 referably of the shape of a square or obhold the shoes in definite relations to each ong rertangle 7fas shown, or a cam of the other. The springs 18 are indicated as beshape of an e'quilateral triangle, is rigidly ing bowed and bearing at their centers upon fastened by a key 8 or pins 8x or in some the ends 15 of the axes or trunnions 11 and other` suitable way to the axle 4. Between at their ends against fixed stops on the 12o the ycam 7 andthe surrounding clutch-rim plates 13, thereby preventing the clutch- 6 are loosely mounted the clutch-shoes 9 shoes from moving outwardly without'placor 9* resting by means of fulcrumsor prefing the. springs under tension or under erably antifrietion-rollers 10 on the circumgreater tension.. Whenever the angular ve- 00 ference ofthegcam 7. locity of the latter and ofthe canalis in-'12m5 The antifriction rollers 10 arej'ournaled creased or reduced at times when the clutch- ,l on axes 1 1 substantially parallel with and shoes 9 are disengaged fromthe clutch-drum l equally distant from the shaft 4. Each of or rim 6 and are in or near theirdnormal cen-1 these axes 11 is connected to projectionsor tral position relative to the cam 7, the inersldeeawalls of the clutch-shoes9 or 9c as is tia of the rollers' 10, of' the clutch-shoes '9,l 1.30

yrollers against the resistance of the springs .at a greater angular speed than that of the of the plates 13 and of the metalblocks 16 tripetal counterpoises 24. This is the central in ad ition to the centrifugal force proposition which corresponds to the position duced by the weight of the revolving clutch-I of the mechanism when the vehicle Wheel is shoes 9 and rollers 10, tends to move these rotated through contact with the roadbed 17 or 18 out of thelr normal central posishaft 4, as long as the speed of thisshaft is 70 tion Von the cam 7 either backwardly or forconstant. -From the foregoing however, it wardly in' opposition to the speed-increase becomes obvious that unless the speed of the or speed reduction respectively, and relavshaft 4 is varied or unless some positive centively 1kto the direction of the motion of the trifugal force is developed by the rotating 75 shaft` 4, but `whenever the motion of the clutch-shoes, there is no effective power to shaft 4 is uniform and the clutch-shoes are throw the Clutch-Shoes 9 0r 9X into frictional not wedged in between the cam 7 and the engagement with the clutch-rim 6. clutch-drum 6, the springs 17 or 18 have to 1f oth driving wheels are loose from the overcome the centrifugal force of only the shaft 4 the motor driving the latter having 80 revolving rollers 10 and clutch-shoes 9 in no actual work to do, naturally increases its order to remove ,the latter from the clutchvelocity and thereby causes a renewed fricdrum 6 toward their central 'position relational engagement of all the clutch-shoes by tive to thel cam 7. This showsthat by the acting against their inertia. This will take use of light clutch-shoes androllers in conplace if the road bed is rough or ifthe ve- 85 i nection with heavy guide-plates 13 and hicle turns first a corner on one hand and clutch-shoes 9 and the cam accordingly other drivlng wheel, I provide a device for heavy metal blocks 16, the apparatus can be 'then turns a corner on the other hand, but

made sensitive to'any desired degree. i 1in order to cause a frictional engagement of Y In Figs. 3 and 4 I have shown only two each driving wheel independently of the 90 may have the shape of an oblong rectangle. retardlng the rotary motion of the not en- The clutch-shoes 9X may be made of some gaged clutch-shoes and the rotary parts conlight metal, preferably of an a'lloyof aluminected therewith by placing one of the num protected at its clutch surface byfa guldes 13 or two of the links 20 on a non- `steel-plate 19. In place of the plates 13 are revolving bushing 26 surrounding the shaft 95 substituted two double-parallelograms con- 4 and held in place by a connection 27 to the `sisting of the links 2O and 21 properly con` non-revolving parts of the vehicle or stanected to each' other. The links 20 are tionary surroundings of t-he coupling, and loosely journaled on the shaft 4 whereas the by fastening to the cam 7, a frame 28'or 28", links 21 are connected by means of pivots 22 I preventlng the rollers 10 from leaving the 100 4 to the clutch-shoes 9x and are pivotally con-` circumference of the cam 7, as 1s illustrated nected attheirends to the links 20. The `1n Figs. 5 to 8. From this Vit will be underweight of each clutch-shoe is thus perfectly stood that the clutch-shoes 9 or 9X are prebalanced by the weight of the other clutchvented in their central position on the cirshoe. Each of the clutch-shoes 9x is also concumference of the cam 7, from entering into 105 nected by means of rods 23 to a heavy metal any frictional engagement with the clutchbody 24 placed at the opposite side of the surface of the rim 6, but that they may enter shaft 4. This metal body 24, preferablymad'e into such engagement if the fulcrums 11 of lead, is so heavy as to produce almost the leave their central position on the cam 7. same, and in some cases even greater amount As a part ofthe weight of the clutch-shoes 11o of centrifugal force than the light clutch- 9 or 9x and of the metal bodies connected shoe 9", to which it 'is rigidly connected. thereto rests on the guides `13 or on the links They revolving body 24 Iten/ds therefore to 20 and thereby on the bushing 26, a sulimove the clutch-Shoe 9x from the clutch-rim cientA amount of friction will be created on 6 in a radial direction toward the centerthe' circumference of the latter forretard- 115 line of the shaft 4 and may consequently ing the rotary motion of the clutch-shoes so be called a centripetal counterpoise. Each that their rollers leave their central position of these centripetal conterpoises24 is proon the cam 7 and cause a frictional engagevided with guide-holes 25 for guiding in ment wit-hout the assistance of any centrifutrue parallel direction, the rods 23 connectgal force which maybe -perfectly'eliminated 12o the shaft.

lng the adjacent clutch-shoe with its centripj by the cent-ripetal counterpoises 24.

etal counterpoise on the opposite side of The way of operation of the mechanism will be understood v by assuming that the The mechanism is shown in the' position axle 4 is started to rotate at a greater anguin which the driven mechanical elements ylar speed 'than that of the wheel. The-in- 125 vizrthe clutch rim 6 and the hub 5 are free ertia of the clutch-shoes 9 or 9*,.of the rollto rotate independently of the driving meers 10, of the guides 13 or 20 and 21, of the chanical elements viz: the axle 4, the cam weights 16 or of t-he 4centripetal counter- 7, the rollers 10, the clutch-shoes 9 or 9", poises 24, tends to hold them stationary, and

the guides for 4the clutch-shoes and the oenthe rollers 10 accordingly roll on the circum- 130 reduced or if the latter is operatively connected to reversing means the clutch-shoes 9 or 9X and the rim 6 are instant-ly disengaged by the over running wheel, and the springs 17 and 18 or the centripetal counterpoises 24 as well as the-inertia of the disengaged clutch shoes 9 or 9", of the rollers 10, of the guides 13 or 20 and 21, of the weights 16 or of the counterpoises 24 instantaneously draw the clutch shoes 9 or 9X and the appertaining mechanical members into their central, neutral position with respect to the cam 7. However, there is a difference between the effect of the force exerted by the said springs or by the said counterpoises and the effect of the said inertia. The centripetal force of the springs of the counterpoises Y cannot effect' a motion of the clutch shoes volves with relatively past their central position with respect to ythe cam 7, z'. e. past the position occupied by the center of gravity of the lclutch shoes when in greatest proximity to the axis of the shaft 4, whereas the inertia tends to move the clutch shoes 9 or 9X and the appertaining mechanical members with their uniform velocity, attained in their previous and momentary direction of rotation, past their central, neutral position relative to the cam 7 as far as they can go with respect to the relatively retarded axle and against the centripetal force of the springs 17 or 18 or of the counterpoises 24; z'. e. until parts of the cam faces located on opposite sides of the neutral' zone thereof, with respect to the previous positions of clutching engagement, effect a new clutching engagement of the clutch shoes with the rim 6 which also regreater angular velocity in the previous and momentary direction of rotation than shaft 4 and which tends to impart to the latter its own speed and direction of rotation at the instant that the new clutching engagement is effected. At this instant the mechanical members entering into a clutching engagement have a tendency to move at different velocitiesvor in a special case at equal velocities but (in opposite directions and brake each other by the new clutching engagement until the motion of the wheel and of the rim 6 has become conformed to the motion of the relatively retarded shaft 4. lf, however, for any cause, such as passing around a corner, unequal infiation of the tires, uneven distribution of load between the two wheels, or irregularities of the relatively retarded y the roadbed, a wheel tends to travel faster than it is driven by the axle revolving at constant speed, the clutch-shoes 9 or 9c will instantly be disengaged from the rim 6, and the springs 17 or 18 or the centripetal counterpoises 24, or the frames 28 or` 28", by drawing or. guiding the the central` ositions on the circumference of the cam will leave the .wheel free to rotate independently of the shaft 4 and the cam 7 thereon, provided that and as long as this shaft with its cam revolves at a uniform speed. However as the friction on the bushing 26 or a small amount of centrifugal force keeps the clutch-shoes 9 or 9c near the clutch surface of the rim 6, a renewed frictional engagement immediately takes placeas soon as the angular speed of the wheel becomes equal to or lags to the slightest degree behind the angular speed ofthe shaft 4.

It will be not-iced that in case that the wheel overruns with the angular velocity `of the shaft remaining constant, no inertia of the clutch shoes and of the appertaining mechanical members exists which might tend to move the clutch shoes rst into and then beyond their central, neutral position relative to the cam 7 into a clutching engagement with the rim 6 and with parts of the cam-'faces on opposite sides of the neutral zones thereof with respect to the position of their previous clutching engagement. In this case with the speed of the shaft remaining constant, it is only on account of the springs, centripetal counterpoises, &C., that the clutch shoes and appertaining mechanical members move toward and possibly into their. central neutral position relative to the cam 7, but they will not move ast this position unless the angular velocity of the shaft 4 is retarded. i

What I claim as my invention and desire to secure by Letters Patent is:

1. ln a clutch-mechanism, a cam, a clutchdrum and a guide separately revoluble about the same axis, a clutch-shoe movable from and toward the said axis and radiallyrelative to the said guide between the said cam and the said drum, and a shoe-bearing-member pivotally connected to the said shoe and in engagement with the said cam, parts of the latter, of the said drum, of the said shoe and of the said bearing member being movable within the same identical cross-section perpendicular to the said axis for transmitting pressure from some to other of the said parts.

2. In a clutch-mechanism, a cam, a clutchdrum and a guide separately revoluble about the same axis, a clutch-shoe movable radially in relation to the saidV guide between the said cam and the said drum and having a clutch face, two side-walls of the said shoe supporting the said clutch-face and pivot- `ally supporting between them a bearing roller 10 toward member for engagement with ythe said cam, drum and a radial guide separately revoluand a member adapted to counteract f the ble about the same' axis, a clutch-shoe movweight and the centrifugal force of the said able radially relative to the said guide beclutch-s'hoe. p A 1 tween the said cam and the said drunl and 5 3. In a clutch-mechanism, a cam, a clutchhaving 'a clutch-face, two side-walls of the drum and two guides separately journaled said shoe supporting the said clutch-face and for rotation about the same axis, a clutchpivotally supporting a shoe-bearing for enshoe movable radially in relation to thesaid gagement with the said cam, and a camtwo guides between the vsaid cam and the gulde between the said two sidewalls in lo said drum and having a clutclrface, 'two rigid connection with the said cam and side-,walls of the lsald shoe n supporting the adapted t0 guide the saidl shoe-bearing.

said clutch-face and ypivotally supporting' 6.l I n a clutch-mechanism, a cam, a clutchbetween them a bearing member for engagedrum and tworadial guides separately jourment with the-said cam, each of the said naled for "rotation about the same axis, said 15 two side-walls leing provided with shoulcam having a cam face, a clutch-shoe mov- 20 shoe.

ders in sliding Contact with corresponding able radially relative to the said guides beshoulders of one of the said guides, and a tween the said cam and the said drum and Vmember adapted to ,counteract the weight having a clutch-face, two sidewalls of the andthe centrifugal force'of the said clutchsaid shoe supporting the said clutch-face and t p pivotally supporting a shoe-bearing for en- 4. In a elutch-mechanism,'a cam, a clutchgagement with the said cam, land a camldrum and a' guide separately revoluble about guide between the said two sidewalls inA the same axis, a'clutch-shoemovable radially rigid connection 'with the said calm and in relation to the said guide between the said parallel to the said cam face for `guiding the '25 Acam andthe said drum and having a clutchsaid shoe-bearing.

face, two side-wallsof the said shoe support- In testimony whereof have signed my ing the said clutch-face and pivotally supname to th1s spec1.icat1on 1n the presen-ce of porting between them a bearing member for two subscribing witnesses.

engagement with the 'said cam, and a cen- HENNING FRIEDRICH WALLMANN. 30 tripetal counterpoise for counteraeting the Witnesses:

.centrifugal force of the said clutch-shoe. GRACE WALKER,

5. Insl clutch mechanism, a cam, a elutch- JAMES A. ADAMS. 

